Each week, our German correspondent slices and dices the latest rumblings, news, and quick-hit driving impressions from the other side of the pond. His byline may say Jens Meiners, but we simply call him . . . the Continental.

One of the many so-called wonders of electric mobility pertains to its “silence”—and it is true, you don’t hear any of that intake, combustion, and exhaust sound that folks apparently just loathe about today’s conventionally powered cars. But if electric cars seem quiet, that’s because a lot of engineering—and sound dampening—go into making them that way. A lecture delivered by Nissan engineer Naoki Nakada underscored this fact; he pointed out that the updated Leaf’s fully integrated powertrain unit “is very effective but has some disadvantages in noise, vibration and harshness.” Attaching the motor to the inverter and the power delivery module led to “significantly deteriorated test results.” In fact, “noise radiated from each component surface,” Nakada explained. His team did a commendable job making the new Leaf, with its more efficient powertrain package, just as silent as the outgoing model. Making electrics quiet is an art, and it requires considerable effort.

Benz Politics

Ninety days into his new position, the head of Mercedes-Benz’s commercial vehicles division, Wolfgang Bernhard, informed the assembled press about his optimism. “The past three months have taught me that Daimler Trucks is very well positioned,” Bernhard said, according to a press release. He added, “we will achieve our goal of becoming the leading global truck manufacturer in every respect.” Events like this, which not every board member gets to stage, are part of a charm offensive designed to improve Bernhard’s image. After all, he aspires to Dieter Zetsche’s position as CEO of Daimler, but whether he actually gets the top job remains a wide-open question. Bernhard’s poor relationship with the labor unions is almost proverbial, and his straight talk, described by some as a hot temper, has made him enemies. Others who worked for him describe him with glowing admiration; this is one executive who leaves no one cold.

The Vario has been around forever.

I hear that one of the models under Bernhard’s watch will be gone less than a year from now: The Vario, a late descendant of the T2 “Düsseldorfer” Transporter that was launched in the 1970s. It’s powered by a 4.2-liter four-cylinder diesel, and with its upright nose and its fluted taillights—it is the last Mercedes to sport this once defining design element—the Vario truly is a relic from the past. Its market share is dwindling, and it won’t be upgraded with the safety and assistance systems increasingly required on commercial vehicles.

Meanwhile, Bernhard’s boss, Dieter Zetsche, has paid Pope Francis a visit. Far from being concerned only with the salvation of believers, the pontiff seized the opportunity to discuss “sustainable and safer mobility as well as Daimler AG’s charitable commitment” with the automotive heavyweight. He must have been pleased to hear that in 2013 and 2014 alone, about €7 billion (half of Daimler’s total research and development investment) will be channeled into the development of “green technologies.” Moreover, there was the customary handover of gifts: Pope Francis received an electric bicycle from Smart, as well as the key to yet another Popemobile. It will, as always, carry the number plate “SCV 1,” which, according to Vatican insiders, does not in fact stand for “Status Civitatis Vaticanae,” but instead means “Si Christus vidisset”—”If Christ saw that.”

Škoda Goes Goodwood

As reported before, Škoda will launch the RS version of its Octavia at the Goodwood Festival of Speed next week. Powered by a 220-horsepower turbocharged four-cylinder, it has a top speed of 154 mph and also symbolizes how far the brand has come. Before Soviet communism fell, Škoda had only a small presence in Western Europe and in Canada. Owners had to put up with shoddy workmanship, wimpy engines, and styling that we’d call “cute” at best. In 1991, Volkswagen bought the Czech brand and brought it up to modern standards, step by step. Luc Donckerwolke and Dirk van Braeckel played a major role in creating a new design language, and the use of Volkswagen Group platforms have often placed Škoda ahead of the competition. From being a symbol of communism, Škoda has morphed into a powerful statement of capitalism.

The new, third-generation Octavia Combi is actually so convincing that the VW Group’s other brands should probably be worried. Based on the Group’s new MQB platform—shared with the VW Golf Mk VII, Seat Leon, and Audi A3—it is available with front- or all-wheel drive, and a large number of engines. The brand’s styling is remarkably restrained and contemporary, disproving the notion that downmarket vehicles need to display all sorts of kitsch in order to appeal to their target audience.

Remember the Kia GT concept, a rear-wheel drive and low-slung sedan that was shown at the Frankfurt auto show almost two years ago? Sources close to the project are hinting that work on the concept is progressing well. It might take two years or so, but I am convinced that the Kia GT will become a production car.